U.S. patent number 5,884,863 [Application Number 08/548,771] was granted by the patent office on 1999-03-23 for method and apparatus for deploying a wing.
This patent grant is currently assigned to United Technologies Corporation. Invention is credited to Dennis Van Dam, Jeffrey A. Fisher, Edward V. Miller.
United States Patent |
5,884,863 |
Fisher , et al. |
March 23, 1999 |
Method and apparatus for deploying a wing
Abstract
The deployable wing of the present invention comprises an
internal structure having diverging leading edge spars attached to
a keel spar and cross spars to form a delta wing configuration.
This internal structure is enclosed within a volume defined by a
fabric sail having an upper section, a lower section, and fabric
ribs disposed therebetween. This fabric sail volume is internally
pressurized through a ram air intake at the nose stagnation point.
This deployable wing can be folded, extracted from an aircraft and
deployed in the air.
Inventors: |
Fisher; Jeffrey A. (Huntville,
AL), Miller; Edward V. (Huntville, AL), Dam; Dennis
Van (Chattanooga, TN) |
Assignee: |
United Technologies Corporation
(Hartford, CT)
|
Family
ID: |
24190339 |
Appl.
No.: |
08/548,771 |
Filed: |
October 26, 1995 |
Current U.S.
Class: |
244/49; 244/901;
244/139; 244/16; 244/13; 244/138R |
Current CPC
Class: |
B64C
31/0285 (20130101); Y10S 244/901 (20130101) |
Current International
Class: |
B64C
31/028 (20060101); B64C 31/00 (20060101); G64C
031/02 () |
Field of
Search: |
;244/13,901-905,139,49,140,141,16,138R,138A |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2310258 |
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Dec 1976 |
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FR |
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2549393 |
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May 1977 |
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DE |
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2854939 |
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Jul 1980 |
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DE |
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3119865 |
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Dec 1982 |
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DE |
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3322047 |
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Dec 1984 |
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DE |
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1121181 |
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Oct 1984 |
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RU |
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2050263 |
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Dec 1984 |
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GB |
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Other References
Charles Libbey, "Free-Flight investigation of the deployment of a
parawing recovery device for a radio controlled", NASA TN D-2044,
Dec. 1963..
|
Primary Examiner: Barefoot; Galen L.
Attorney, Agent or Firm: Hayes; Christopher T.
Claims
What is claimed is:
1. A deployable wing, comprising:
a.) a fabric sail having an upper section joined to a lower section
and including an air intake opening;
b.) an internal structure disposed substantially between said upper
section and said lower section, said internal structure including
at least two leading edge spars joined at a first end, a keel
adjacent to and disposed substantially between said leading edge
spars, and at least two cross spars pivotally attached to said
leading edge spars and said keel; and
c.) a detachable extension removable mounted to said wing.
2. The deployable wing of claim 1, wherein said keel includes a
slider mounted thereto, said slider being movable in a longitudinal
direction along said keel.
3. The deployable wing of claim 1, further comprising a wing
mounting member adjacent to and connected to said keel, wherein
said detachable extension is removably mounted to said wing by said
wing mounting member.
4. The deployable wing of claim 3, wherein said detachable
extension includes a male fitting at one end thereof, said male
fitting being insertable into said wing mounting member.
5. The deployable wing of claim 3, wherein said detachable
extension further includes a deployment assist mechanism mounted
thereto, said deployment assist mechanism initiating movement of
said leading edge spars upon deployment of said wing.
6. The deployable wing of claim 5, wherein said deployment assist
mechanism includes a slider assembly.
7. The deployable wing of claim 6, wherein said deployment assist
mechanism further includes at least one tubular member.
8. A deployable wing, comprising:
a fabric sail having an upper section joined to a lower section and
including an air intake opening;
an internal structure disposed substantially between said upper
section and said lower section, said internal structure including
at least two leading edge spars joined at a first end, a keel
adjacent and disposed substantially between said leading edge
spars, and at least two cross spars pivotally attached to said
leading edge spars and said keel;
a wing mounting member adjacent to and connected to said keel;
a detachable extension removably mounted to said mounting member,
said detachable extension includes a deployment assist mechanism
mounted thereto, said deployment assist mechanism initiating
movement of said leading edge spars upon deployment of said wing,
said deployment assist mechanism includes a slider assembly and at
least one tubular member,
said slider assembly includes at least one spring member, said
spring member being mounted at either end to a slider, said sliders
and said at least one spring member being circumferentially
disposed about said at least one tubular member for longitudinal
movement therealong;
wherein said detachable extension is removably mounted to said wing
mounting member.
9. The deployable wing of claim 8, wherein said slider assembly
further includes at least one pivoting arm.
10. A deployable wing, comprising:
a fabric sail having an upper section joined to a lower section and
including an air intake opening;
an internal structure disposed substantially between said upper
section and said lower section, said internal structure including
at least two leading edge spars joined at a first end, a keel
adjacent and disposed substantially between said leading edge
spars, said keel includes a slider mounted thereto, said slider
being movable in a longitudinal direction along said keel, a wing
mounting member adjacent and connected to said keel, and at least
two cross spars pivotally attached to said leading edge spars and
said keel;
a releasable pulley mechanism mounted to said slider and, a
detachable extension removably mounted to said mounting member;
wherein longitudinal movement of said slider causes corresponding
longitudinal movement of said pulley mechanism.
11. The deployable wing of claim 2, further comprising a releasable
pulley mechanism mounted to said slider, wherein longitudinal
movement of said slider causes corresponding longitudinal movement
of said pulley mechanism.
12. A deployable wing, comprising:
a.) a fabric sail having an upper section joined to a lower section
and including an air intake opening;
b.) a keel member substantially disposed within said fabric sail,
said keel including a slider mounted thereto, said slider being
movable in a longitudinal direction along said keel;
c.) a releasable pulley mechanism mounted to said slider, wherein
longitudinal movement of said slider causes corresponding
longitudinal movement of said pulley mechanism.
13. The deployable wing of claim 12, wherein said releasable pulley
mechanism includes a support member, a fastener, a latching member,
a swing arm and a roller assembly.
14. The deployable wing of claim 13, wherein said roller assembly
includes a shaft, said shaft engaging a slot disposed in said
support member.
15. The deployable wing of claim 14, wherein said shaft is held in
said slot by engagement of said latching member.
16. The deployable wing of claim 13, wherein said latching member
is pivotally attached to said support member at a first end thereof
and engages said fastener at a second end thereof.
17. The deployable wing of claim 13, wherein said fastener is
pivotally attached to said support member, is engaged by said
latching member and includes a tab.
18. The deployable wing of claim 17, wherein said tab engages said
keel through a slot disposed through said slider in one
position.
19. The deployable wing of claim 13, further comprising a
detachable extension removable mounted to said wing.
20. The deployable wing of claim 19, further comprising a release
line, said line extending through said detachable extension, around
said roller assembly and anchored to said detachable extension,
wherein releasing said line from said roller assembly causes said
detachable extension to disengage from said wing.
21. A method for deploying a wing, said wing including a pair of
leading edge spars joined at a first end, a keel adjacent to and
disposed substantially between said leading edge spars, a slider
mounted to said keel, and at least two cross spars pivotally
attached to said leading edge spars and said slider, said method
comprising the steps of:
a) moving the wing from a pre-deployed configuration to an open
configuration, said movement including;
i. moving said leading edge spars from a first position
substantially parallel to said keel to a second position at an
angle with respect to said keel;
ii. moving said slider longitudinally along said keel;
iii. moving said at least two cross spars from a closed position,
substantially parallel to said keel, to an open position extending
from said keel;
iv. moving a pulley mechanism attached to said slider
longitudinally along said keel;
b) disengaging a detachable extension mounted to said wing by a
mounting member.
22. The method of claim 21, further comprising the steps of
stabilizing said wing by deploying at least one parachute attached
to said detachable extension.
23. The method of claim 21, further comprising the step of
initiating movement of said leading edge spars by use of a
deployment assist mechanism.
24. The method of claim 21, further comprising the step of
releasing a line extending through said detachable extension,
around said pulley mechanism and anchored to said detachable
extension wherein releasing said line causes disengagement of said
detachable extension from said wing.
Description
BACKGROUND
1. Technical Field
The present application relates to a wing and especially to an
improved method and apparatus for deploying a wing.
2. Background of Related Art
Hang gliders allow manned flight without the expense or
restrictions of powered flight. These gliders are aerodynamically
designed such that their lift-to-drag ratio (commonly known as
glide ratio) is greater than about 10:1 such that the glider is
capable of suspending a flyer for several hours under the proper
atmospheric conditions. Hang glider designs range from the popular
delta wing design commonly known as a Rogallo wing and intermediate
gliders with glide ratios of about 10:1 with docile characteristics
to competition gliders with glide ratios as high as 13:1, but with
less stable characteristics. The original Rogallo wing (about
45.degree. sweep) had a glide ratio of about 4:1, and modern
Rogallo wings (about 30.degree. sweep) have a glide ratio of about
10:1.
The Rogallo wing design largely resembles a traditional kite with a
keel, cross members, and diverging leading edge members. Another
hang glider design generally similar to the Rogallo wing is
disclosed in U.S. Pat. No. 4,116,406 which issued to Hamilton on
Sep. 26, 1978. This glider has a double surface fabric airfoil
forming an envelope, disposed around a Rogallo frame. This airfoil
is inflated during flight as air enters an opening in the nose and
exhausts through nozzles in the underside along the trailing edge.
Inflating the wing improves its lift at lower air speeds. This hang
glider, however, is manually controlled via a weight shift control
bar by a flyer harnessed to the glider and is only useful for
manned flights and not for operations such as air drops of food,
supplies, etc., where manned flights are either too dangerous or
impossible.
Another hang glider design similar to the Rogallo wing and having a
collapsible airfoil is disclosed in U.S. Pat. No. 4,116,407 to
Murray. This hang glider comprises a wing which includes leading
edge members, a keel and cross members in a traditional delta wing
design. The wing further includes upper and lower flexible
membranes, a first connector for attaching the upper flexible
membrane to the upper aft section of the leading edge member and a
second connector for attaching the lower flexible membrane to the
lower aft section of the leading edge member. The flexible
membranes are also joined together rearwardly of the leading edge
member. At least one of the first and second connectors includes a
track for receiving a member carried by one of the flexible
membranes. The member cooperates with the track to attach the
flexible membrane to the leading edge member. The leading edge
members are also capable of being pivoted inwardly toward the keel
to collapse the wing.
Parachutes, on the other hand, can and have been utilized for air
drops of food, supplies, etc., in remote locations where landing an
airplane is either impossible or dangerous. Although these
parachutes are useful in reducing the ground impact of the dropped
load, it is difficult to ensure the parachute reaches the targeted
area. Depending upon the precise parachute release time, the
atmospheric conditions during release and flight, and release
altitude, the parachute may either reach its target or drift up to
about 15 miles or more off course.
Patent application U.S. Pat. No. 5,474,257 which is hereby
incorporated by reference, discloses a deployable wing comprising a
double membrane fabric sail having an upper section disposed above
and joined to a lower section, the sail having a leading edge with
a front point, a trailing edge, and wing tips. The deployable wing
further includes an internal structure disposed between the upper
section and the lower section, the internal structure having two
leading edge spars with a first end and a second end, said first
ends pivotally connected together at approximately the front point,
a keel spar connected to and disposed between the leading edge
spars at the front point and extending rearward toward the trailing
edge, and at least two cross spars pivotally attached to both the
leading edge spars and a sliding mechanism which traverses along
the keel. The wing also includes a plurality of fabric ribs
disposed between and connected to the upper section and the lower
section, the fabric ribs defining the shape of the fabric sail when
inflated and have at least one slot through which the cross spars
extend from the keel spar to the leading edge spars and ribs; and a
ram air intake located on said leading edge at the stagnation point
of the wing which inflates the wing during operation.
The wing disclosed in application U.S. Pat. No. 5,474,257 is
remotely controllable and allowing for both unmanned flight and
accuracy in reaching a targeted area which makes it useful for
article recovery and delivery. The deployable wing is, however, the
first of its type and it has been found that an improved apparatus
and method for deployment of such a wing is desired.
The present application therefore provides an improved apparatus
and method for deployment of a wing, preferably from an
aircraft.
SUMMARY
The present application relates to a deployable wing including a
fabric sail having an upper section joined to a lower section, an
air intake opening and an internal structure disposed substantially
between the upper section and the lower section. The internal
structure includes at least two leading edge spars joined at a
first end, a keel adjacent to and disposed substantially between
the leading edge spars and at least two cross spars pivotally
attached to the leading edge spars and the keel. The wing further
includes a wing mounting member adjacent to and attached to both
the keel and a payload and a detachable extension removably mounted
to the wing mounting member. The detachable extension effectively
increases the length of the mounting member to the full length of
the wing in a closed configuration and allows the weight of the
payload to be mounted forward.
BRIEF DESCRIPTION OF THE DRAWINGS
Various embodiments are described herein with reference to the
drawings, wherein:
FIG. 1 is an exploded view of one embodiment of the deployable wing
of the present application.
FIG. 2 is a perspective view of the deployable wing of FIG. 1 in a
closed, or pre-deployment configuration.
FIG. 2A is an enlarged view of the strap mechanism of FIG. 2.
FIG. 3 is a side view showing the mounting of the deployable wing
to a payload.
FIG. 4 is a perspective view of the detachable extension of the
embodiment of FIG. 1.
FIG. 5 is a perspective view of the detachable extension in
engagement with a wing mounting member.
FIG. 6 is a perspective view of the pulley mechanism of the
embodiment of FIG. 1 in a closed configuration, prior to
deployment.
FIG. 7 is a perspective view of the pulley mechanism of the
embodiment of FIG. 1 in an open configuration, after
deployment.
FIG. 8 is a perspective view of the deployable wing of FIG. 1
commencing deployment.
FIG. 9 is a rear view of the deployable wing disposed within an
aircraft.
FIG. 10 illustrates the deployment of the wing of the embodiment of
FIG. 1 from an aircraft.
FIG. 11 is a perspective view of one embodiment of the deployable
wing according to the present application.
The figures are meant to further illustrate the various embodiments
and not to limit the scope of the claimed invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring now in specific detail to the drawings, with like
reference numerals identifying similar or identical elements, FIG.
1 illustrates an exploded view of one embodiment of the deployable
wing 10 of the present application. As illustrated in FIG. 1, wing
10 includes a fabric sail 12 and an internal structure 18. Fabric
sail 12 includes fabric ribs 11 connected to an upper section 12a
and a lower section 12b, the upper and lower sections 12a, b being
joined substantially around their perimeter. Joining upper and
lower sections 12a, 12b forms an envelope having a leading edge 20,
a trailing edge 34 and wing tips 29a, b. The entire envelope can be
filled with air through a ram air intake 14 preferably located at a
foremost point 16 of the wing. Fabric sail 12 further includes an
integral cover 13 comprising a first section 13a and a second
section 13b, each of which is disposed along the leading edge of
wing 10 as shown in FIG. 1. First and second sections 13a, 13b each
further include complimentary zipper members 15a, 15b which
matingly engage when wing 10 is in a closed position as described
in greater detail hereinbelow.
Disposed between upper and lower sections 12a, 12b is internal
structure 18. In the present embodiment: internal structure 18
comprises two leading edge spars 20a, 20b; two cross spars 22a,
22b; a keel 24; a kingpost 26 and a control device, such as elevon
struts 28a, 28b. First ends 19a, 19b of leading edge spars 20a,
20b, respectively, are pivotally attached between faceplates 17a
and 17b to form foremost point 16. The length of each leading edge
spar is dependent upon the desired size of wing 10, which is only
limited by practical considerations: size once folded, desired
cruise speed, weight of the payload, etc. In the open, or deployed
position, leading edge spars 20a, 20b form an angle .theta.
therebetween. The size of this angle .theta. depends upon
aerodynamic considerations including aspect ratio, yaw stability,
and deployment simplicity, among others. Typically, .theta. ranges
from about 90.degree. to about 150.degree. with about 105.degree.
to about 110.degree. preferred due to simplicity of the deployment
mechanism geometry. Angles greater than about 150.degree. result in
more complex, and therefore less desirable, mechanical/structural
geometry and decreasing yaw stability, while angles less than about
90.degree. result in decreasing glide ratio. Yaw stability is where
wing sweep allows the wing to tend to maintain its flight directly
into the wind, commonly known as maintaining the yaw heading. As
the wing yaws, the windward wing tends to drag more than the
leeward wing, thereby correcting for the yaw.
Cross spars 22a, 22b include outboard ends 23a, 23b which are
pivotally attached to leading edge spars 20a, 20b, respectively,
and further include inboard ends 25a, 25b which are pivotally
attached to keel 24 via a common slider 32. Also attached to slider
32 is pulley mechanism 27 and kingpost 26. Kingpost 26 is pivotally
attached to slider 32 such that linear movement of the common
slider in the direction of arrow "A" causes movement of kingpost 26
in the direction indicated by arrow "B". Pulley mechanism 27 and
kingpost 26 are described in greater detail below. Cross spars 22a,
22b provide structural integrity to the wing 10 by providing
strength to the leading edge spars to ensure that in the deployed
position the leading spars remain in the open position with angle
.theta. therebetween. The distance between the attachment point of
the outboard ends to their respective leading edge spars and the
inboard ends to the keel determine the length of cross spars 22a,
22b.
With continued reference to FIG. 1, keel 24 is mounted at one end
between faceplates 17a, 7b, is mounted at an opposite end between
plate members 44a, b and is disposed between the leading edge spars
20a, 20b. Keel 24 further includes a slot 25 disposed therethrough
(FIG. 6) for receipt of a tab 82b as described hereinbelow. The
length of the keel 24 is substantially equivalent to the chordwise
length of the wing at the root (very center line) which, as with
the leading edge spars' 20a, b length, is determined on a practical
basis with aeronautical considerations effecting the ultimate size.
Keel 24 similarly provides structural integrity to wing 10 by
ensuring that the wing 10 opens to and maintains its full length
from the leading edge to the trailing edge 34, commonly known as
the wing's chordwise length. Keel 24 also connects payload 50 to
wing 10 via mounting member 42 (FIG. 3) as described in greater
detail below.
Pivotally connected to second ends 21a, 21b of the leading edge
spars are elevon struts 28a, 28b, respectively. The elevon struts
28a, 28b are each connected to a motor or fluid actuator 30a, 30b
which is located externally of fabric sail 12 and is mounted to the
leading edge spars. The motor or actuator is conventional in design
and operates to deflect or rotate each elevon struts 28a, 28b
independently, out of the plane of the sail, thereby controlling
the flight of the wing. By rotating the elevon struts, wing tips
29a, 29b are twisted up or down relative to the leading edge. This
helical twisting of the sail results in an aerodynamic force
sufficient to pitch or roll the wing. Rotating or deflecting the
elevon struts in unison generates an aerodynamic force
substantially behind the pressure center of the wing which is
located at the point about 55% down the keel from the foremost
point 16, thereby forming a moment force about the pressure center
which is used for pitch control of the wing. By rotating or
deflecting the elevon struts 28a, 28b singularly or in opposite
directions, aerodynamic forces at the wing tips 29a and 29b can be
controlled in magnitude and direction, up or down. For example, if
the elevon strut 28a is rotated up while elevon strut 28b is
rotated down, a downward force is generated on tip 29a and an
upward force on tip 29b, resulting in a roll or turn in the
direction of strut 28a. Other conventional devices can be employed
such as pneumatic and hydraulic devices, among others.
These elevon struts 28a, 28b, or other control devices, can be
operated with any conventional motor capable of generating
sufficient torque to overcome the aerodynamic forces at a speed
sufficient for control response. Factors important in determining
the required torque include wing area, wing loading, aspect ratio,
and elevon strut length, among others. A wing having a 30 foot wing
span, for example, with a sail area of about 190 ft.sup.2 and a 700
lb load requires about 40 to about 80 ft.lb torque while a 15 ft
wing span wing with an area of 45 ft.sup.2 and a 90 lb load needs
about 15 to about 25 ft.lb torque for control.
The internal structure 18 provides structural integrity to the wing
10, functioning as the main load carrying structure by opening the
fabric sail 12 to its wing-like form and maintaining that form
while in flight. In the open or deployed position, the leading edge
spars 20a, 20b form the basic, swept-back, delta wing commonly
known in the aeronautical art. The cross spars 22a, 22b lock the
leading edge spars into place, thereby preventing the wing 10 from
closing during operation. The kingpost 26 is erected to provide an
upward attachment point for upper wires 26a, b which support the
wing on landing and when the wing experiences negative loads or
inverted flight, while the keel 24 supports both the cross spars
and kingpost. Consequently, all of the above elements have a
sufficient diameter and are formed of a suitable material to attain
a mechanical strength sufficient to maintain the wing form while
operating with a payload. In one embodiment, the leading edge spar
length can be about 17.5 feet to about 18.5 feet for a 30 foot span
wing with a diameter of about 2.5 inches to about 3.0 inches for
use with a payload up to about 1,500 pounds. Suitable spar
materials include, but are not limited to: aluminum and other
light-weight metals such as stainless steel and others, and
composites such as epoxy graphite and others commonly known in the
art.
Referring now to FIG. 2 there is illustrated a perspective view of
wing 10 in its closed or pre-deployed configuration. In the
pre-deployed position leading edge spars 20a, 20b and cross spars
22a, 22b are pivoted closed such that they rest substantially
parallel to keel 24 (not shown). In this position common slider 32
is disposed adjacent the foremost point 16 and kingpost 26 is
disposed adjacent and substantially parallel to keel 24 (not
shown). In order to hold wing 10 in the pre-deployed configuration,
integral cover 13 is zipped closed by matingly engaging the teeth
of zipper members 15a, b in a conventional manner. In the present
embodiment cover 13 is preferably made of dacron fabric while
zipper members 15a, b are of a sufficiently high strength and
durability to operate under deployment conditions, although other
materials may be utilized depending upon the design configurations
of the wing.
To maintain the wing 10 in the closed position a strap 39 having an
anchor end 36a and a release end 36b is connected to the underside
of leading edge spars 20a and 20b at spool members 37a, 37b,
respectively. Anchor end 36a includes a triangular member 38 for
connection to a trigger cable 40 which is adjacent release end 36b.
Trigger cable 40 is preferably operatively connected to triangular
member 38 at one end via a release line 41 which is knotted into a
three loop release as shown in FIG. 2A, that holds release line 41
in place and also holds the strap closed, about cover 13. Trigger
cable 40 is preferably attached at its opposite end to a drogue
parachute 66. Upon deployment of the drogue parachute trigger cable
40 is disengaged from release line 41 which allows line 41 to
unknot, thereby releasing the anchor end 36a from engagement with
release end 36b thus allowing wing 10 to open into its deployed
configuration, as described in greater detail below.
Referring now to FIG. 3 there is illustrated a side view of wing 10
and cargo pod 50. Cargo pod 50 which is adapted to carry a payload,
is preferably attached to wing 10 by a wing mounting member 42. In
the present embodiment mounting member 42 is a beam which is
preferably connected to keel 24 by plate members 44a, 44b and
faceplates 17a, b, both of which are bolted to mounting member 42
and keel 24, although alternate methods which provide sufficient
strength to attach the payload to the beam may be utilized. Wing
mounting member 42 is adapted to receive a detachable extension 45
which preferably includes a male fitting 46 for receipt into the
mounting member as shown in FIGS. 4 and 5. Detachable extension 45
effectively extends the length of the wing mounting member 42 to
the fill length of the packaged wing as shown in FIGS. 2 and 3.
As illustrated in FIGS. 4 and 5, detachable extension 45 includes a
wing deployment assist mechanism 48 and a parachute mounting plate
68 mounted thereto. Deployment assist mechanism 48 includes first
and second mounting plates 52a, 52b, a pair of tubular members 53a,
53b disposed between mounting plates 52a, b and a slider assembly
54. Mounting plates 52a, b preferably mount the deployment assist
mechanism to the detachable extension, although other mounting
methods known in the art may be utilized. Mounting plate 52a
preferably include a circumferential hole 55 disposed therethrough
for receipt of a lanyard 57. Lanyard 57 extends through hole 55,
between tubular members 53,b through a hole in block 59 and is
attached to pivoting arms 58a, 58b which are part of slider
assembly 54.
Slider assembly 54 further includes spring members 60a, 60b which
are mounted at one end to sliders 61a, 61b and are mounted at an
opposite end to sliders 63a, 63b, respectively. The spring members
60a, 60b and sliders 61a, b and 63a, b are all circumferentially
disposed about their respective tubular members 53a, 53b for
longitudinal movement therealong. In order to place wing 10 in the
closed or pre-deployed position slider assembly 54 is moved in the
longitudinal direction as represented by arrow "D" by pulling on
lanyard 57 in the direction of arrow "E" so as to compress spring
members 60a, 60b against second mounting plate 52b. In this
pre-deployed position pivoting arms 58a, 58b are pivoted so as to
be substantially parallel with tubular members 53a, 53b and notches
64a, 64b disposed at one end of the pivoting arms engage spool
members 37a, 37b, (FIG. 8) respectively. Wing deployment assist
mechanism 48 is held in this pre-deployment position against the
biasing force created by compressed spring members 60a, 60b by
cover 13 which is zipped into the closed position and fastened by
strap 39. By mounting the deployment assist mechanism aft, on the
detachable extension, structural strength is added to the leading
edge spars when they are held in the close position, thus
increasing the durability of the wing upon extraction from an
aircraft.
Referring again to FIG. 2, detachable extension 45 further includes
parachute mounting plate 68 fastened thereto. Mounting plate 68
includes a plurality of holes 70 (FIGS. 4-5) disposed therethrough,
each hole 70 being of sufficient size to receive a corresponding
loop 72. Loops 72 are preferably part of parachute bag 74 which
includes a pilot parachute 65 and a drogue parachute 66. Parachutes
65, 66 are utilized to deploy wing 10 as described hereinbelow. By
mounting the parachutes to the detachable extension, the parachutes
are able to deploy without interfering with the opening of the
wing.
To mount parachute bag 74, and hence parachutes 65, 66 to
detachable extension 45, the loops 72 of bag 74 are placed through
their corresponding hole(s) 70. A cable 76 which is attached to the
pilot parachute 65 is then threaded through the loops thereby
securing parachutes 65, 66 to mounting plate 68 and extension 45.
Upon deployment from an aircraft the pilot parachute will deploy,
stabilize wing 10 and upon receipt of a signal from a controller
the pilot parachute will pull cable 76 through the loops, thereby
releasing the drogue parachute 66 from mounting plate 68 as
described in greater detail hereinbelow.
Referring now to FIGS. 6 and 7, there is illustrated a perspective
view of releasable pulley mechanism 27 according to the present
application. As described hereinabove, both releasable pulley
mechanism 27 and kingpost 26 are mounted to slider 32 which
includes a tubular member 80 mounted to keel 24 of wing 10. Pulley
mechanism 27 is mounted to the common slider such that longitudinal
movement of slider 32 in the direction of arrow "F" causes
corresponding movement of the pulley mechanism in the direction of
arrow "F". Pulley mechanism 27 includes support member 81, fastener
82, a latching member 84, a swing arm 86 and a roller assembly 88.
Roller assembly 88 includes a shaft 90 disposed therethrough which
engages a slot 91 disposed in arm 92 of support member 81. Shaft 90
is held in slot 91 by latching member 84 which preferably engages a
flat surface disposed on shaft 90. Latching member 84 is pivotally
attached to arm 92 at a first end 84a thereof by pin 85 and engages
fastener 82 at a second end 84b. Fastener 82 is pivotally attached
to arm 92 of support member 81 by pin 87, includes cut-out 82a
which engages latching member 84, and further includes tab 82b
which engages keel 24 through slot 94 disposed through slider 32.
Swing arm 86 is also pivotally attached to support member 81 by a
pin 93.
With continued reference to FIGS. 6 and 7 in conjunction with FIG.
5, release line 77 extends from drogue parachute 66, through
detachable extension 45, around roller assembly 88 and back to
extension 45 where it is anchored. Upon release of the drogue
parachute, from mounting plate 68 as described hereinabove, a
biasing force is created in the direction of arrow "G" which
results in a biasing force being created on latching member 84 by
pin 90. The biasing force created on latching member 84 by pin 90
causes second end 84b to exert a force against cutout 82a in the
direction represented by arrow "H". The force exerted on cutout 82a
in the direction of arrow "H" causes tab 82b to be biased against
keel 24 thereby preventing latching member 84 from pivoting about
pin 85, thus holding latching member 84 against the force exerted
by release line 77. By holding latching member 84 in the position
shown in FIG. 6, shaft 90 is held in slot 91 thereby holding roller
assembly 88 in a closed position against the force exerted by the
opening of drogue parachute 66.
The force exerted by the release line 77 on roller assembly 88 from
the opening of drogue parachute 66 causes slider 32 to move
longitudinally along keel 24 in the direction of arrow "F". At a
predetermined position slider 32 travels over slot 25 until tab 82b
which is biased against keel 24 when the pulley is in its closed
position, contacts slot 25. When tab 82b travels over slot 25 it is
no longer biased against keel 24 and the force exerted on the tab
82b, as described above, causes fastener 82 to pivot about pin 87
in the direction represented by arrow "H", thereby dropping tab 82b
into slot 25. Pivoting fastener 82 about pin 87 releases latching
member 84 from engagement with fastener 82 thereby allowing the
force exerted by pin 90 on latching member 84 to pivot the latching
member about pin 85 in the direction of arrow "J" which allows pin
90 to be released from slot 91. Upon release of pin 90 from slot
91, the force exerted by release line 77 causes swing arm 86 to
pivot about pin 93 in the direction of arrow "K" there by "popping"
roller assembly 88 open and releasing line 77 as shown in FIG. 7.
In order to provide controlled movement of slider 32 along keel 24,
a strap 41 may be attached to the slider at an end opposite release
line 77. This strap is preferably attached at an opposite end to
faceplates 17a, b, is made of a material, such as webbing to
provide controlled resistance against the force exerted by release
line 77 thereby allowing for smooth movement of slider 32 along
keel 24.
The deployment of wing 10 will now be described with reference
FIGS. 1-11. Referring initially to FIG. 2, deployable wing is first
placed in its closed or pre-deployment configuration. As described
hereinabove, in the pre-deployment position leading edge spars 20a,
20b and cross spars 22a, 22b are pivoted closed such that they rest
substantially parallel to keel 24 (not shown). In this position
common slider 32 is disposed adjacent the foremost point 16 and
kingpost 26 is disposed adjacent and substantially parallel to keel
24 (not shown). In order to hold wing 10 in the pre-deployed
configuration, integral cover 13 is zipped closed by matingly
engaging the teeth of zipper members 15a, b in a conventional
manner.
After placing wing 10 into its pre-deployment configuration, the
wing is ready to be deployed from an aircraft. Referring now to
FIGS. 9 and 10, in the present embodiment wing 10 is preferably
extracted from an airplane, such as an Airforce C-130 airplane. In
order to secure the wing inside the airplane and to facilitate its
extraction therefrom, the present embodiment includes a platform 94
mounted to the underside of cargo pod 50. The platform 94
preferable includes a base 95 which is mounted to pod 50 and also
includes extraction members 96a, b, c which are mounted to base 95
via landing blocks 97. In the present embodiment landing blocks 97
are made of honeycomb and act to cushion the wing upon landing,
although other shock-absorbing material may be utilized.
As illustrated in FIG. 9, floor 98 of the C-130 preferably includes
a "T" shape member extending therefrom, the floor having a pair of
rollers 99a, 99b disposed therein, on either side of the "T" shape
member. By mounting base 95 to pod 50 and positioning the
extraction members 96a, b, c in the arrangement shown in FIG. 9,
the platform 94 is able to engage the "T" shape to provide
stability to the wing while facilitating movement of the pod along
rollers 99a, b and out of the aircraft. The present embodiment is
adapted for extraction from a C-130, it is however expected that
other aircraft will be utilized for deployment of the wing. The
aircraft utilized will determine if a platform is desired and the
configuration of the platform, if utilized.
After positioning platform 94 over the "T" shape member and on
rollers 99a, 99b, the wing is ready to be extracted from the
aircraft. When the aircraft has reached the site over which wing 10
is to be deployed, the wing is rolled over rollers 99a, b to the
back of the aircraft and exits therefrom as shown in FIG. 10. Upon
exiting the aircraft a static line deploys pilot parachute 65 which
decelerates and stabilizes the wing 10. Once stable, a release
mechanism initiated by either a timer, an altimeter, or other
signal releases the drogue parachute 66 which is attached to the
pilot parachute, as described hereinabove.
Drogue parachute 66 is connected both to trigger cable 40 and
release line 77 as shown in FIG. 8. As the drogue parachute is
deployed, trigger cable 40 is disengaged from release line 41
thereby releasing strap 39 from engagement about cover 13 as
described hereinabove. Releasing strap 39 allows the biasing force
created by springs 60a, b to open the deployment assist mechanism
48 thereby disengaging zipper member 15a from 15b, opening cover 13
and starting the outward movement of leading edge spars 20a, 20b.
As the deployment assist mechanism is opening, release line 77
starts the movement of slider 32 longitudinally along keel 24 as
described hereinabove.
With continued reference to FIG. 8, longitudinal movement of slider
32 in the direction of arrow "A" causes kingpost 26 to move in the
direction of arrow "B" from a position substantially parallel to
keel to a position substantially perpendicular to keel 24 as shown
in FIGS. 1 and 11. Movement of slider 32 in the direction of arrow
"A" also causes cross spars 22a, b which are pivotally attached to
the slider to pivot in the direction represented by arrow "C" which
extends the cross spars from a closed position substantially
parallel to the keel to an open position as shown in FIG. 1. As the
cross spars are extended, leading edge spars 20a, b are pushed in
the direction of arrow "C" by the cross spars. Movement of slider
32 further causes corresponding movement of pulley mechanism 27,
longitudinally in the direction of arrow "F" as shown in FIG. 6 and
described hereinabove. When pulley mechanism 27 reaches slot 25 in
keel 24, it locks the cross spars and hence the leading edges in
place and releases line 77 from engagement with pulley mechanism 27
as described hereinabove.
Referring now to FIG. 10, release of line 77 from pulley mechanism
27 transfers the force created from the opening of drogue parachute
66 to extension 45 where release line 77 is anchored. This force
results in extension 45 being disengaged from mounting member 42
along with pilot parachute 65 and drogue parachute 66 thereby
allowing wing 10 to begin flight and fly to a predetermined landing
area where it preferably glides to a landing. Extension member 45
and deployable wing 10 can both be recovered and re-used in
subsequent flights.
The deployable wing of the present application is capable of
reliable deployment from an aircraft and can provide unmanned cargo
delivery.
It will be understood that various modifications may be made to the
embodiments disclosed herein. For example, although the present
application discloses extraction from a C-130 airplane, other
aircraft, including other airplanes and helicopters is also within
the scope of the present application. Therefore, the above
description should not be construed as limiting, but merely as
exemplifications of the preferred embodiments. Those skilled in the
art will envision other modifications within the scope and spirit
of the claims appended hereto.
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